Control system for change-speed transmission gearing



PIil 30, 1946- c. D. PETERSON ETAL 29399567 CONTROL SYSTEM FOR CHANGE SPEED TRANSMISSION GEARING Y LBERTHDEI EL Bi/M777@ ATTORNEYS CONTROL SYSTEM FOR VCHNGE SPEED TRANSMISSION GEARING Filed Aug. 2l, 1943 5 Sheets-Sheet 2 INVENT ORS l CARL D. PETERSON BY ALBERT H. DEIMEL April 30, 1946.

c.` D. PETERSON ET AL CONTROL SYSTEM FOR CHANGE SPEED TRANSMISSION GEARING 5 Sheets-Sheefl 5 I Filed Aug. 2l, 1945 s. @mi

INVENTORS E www SE S www w. HH m mm f v DW@ m LL Tv c April 30, 1946. c. D. PETERSON ETAL 399,55? y CONTROL SYSTEM FOR CHANGE ASPEED TRANSMISSION GEARING Filed Aug. 21, 1943 5 Sheets-Sheet 4 c. D. PETERSON ETAL 2,399,567

CONTROL SYSTEM FOR CHANGE SPEED TRANSMISSION GEARING 5 Sheets-Sheet 5 Filed Aug. 2l, 1943 INVENTORS v CARL D PETERSoN H. mf E w ATTORNEYS Patented Apr. 30, 1946 CONTROL SYSTEM FOR CHANGE-SPEED TRANSMISSION GEABING Carl D. Peterson and Albert H. Delmel,

Toledo, Ohio Application August 21, 1943,' Serial No. 499,512

10 Claims.

This invention relates to controls for changespeed gearings in which at least some of the shiftable elements, as clutches, of the gearing are shifted by power, and has for its object an electrical control system operated partly by an output speed controlled switch and an engine throttle controlled switch, in such a manner that a shift can not be made or initiated through the output speed operated, or governor switch, unless the engine throttle is first closed. It also has for its object the foregoing electrical control system embodying means as a power brake operable to effect a quick crossing of thespeeds during an up shift, which means is controlled partly by the throttle controlled `switch and operable only when the throttle controlled `switch is in throttle closed position, and partly by the selected clutch being shifted part way toward, but short of, engaged position. As the clutches are preferably' of the balking ring type. said means is controlled partly by the shift to balk position.

Other objects appear throughout the-specication.

The invention consists in the novel features and in the combinations and construction hereinafter set forth and claimed.

In describing this invention, reference is had tothe accompanying drawings in which like characters designate corresponding parts in all the views.

, view of the control system.

Figure is a chart illustrating the contacts ofv the speed governor switch of the control system in first, second and third speeds.

Figure 6 is a fragmentary sectional view of the overrunning clutch. l d

Figure 7 is an elevation partly in section showing the uni-t in which the solenoids and the valves operated thereby are embodied.

Figures 14, 15 and 16 are diagrammatic views of the-switches operated by the plungers.

Figure 17 is a diagrammatic view showing the engine throttle accelerator pedal and connection between it and the throttle controlled switch of the shift control system of the gearing.

The transmission unit may be of any suitable construction, and it is here shown as including a hydraulic coupling for transmitting the power of the engine to the bearing.

II designates the hydraulic coupling, this including an impeller I`2, a runner I3 having a hub I4 splined on a runner shaft I5, which is also the input shaft of the transmission gearing. The shaft .I5 extends through the impeller I2 axially therewith, the impeller I2 including a hub portion I6 spaced from the shaft I5 and thereby forming an annular hydraulic fluid or oil passage l1 around the runner shaft I5. The hub lportion I6 embodies suitable oilseal bearings I8 interposed between it and an outside enclosing casing I9. The impeller also has a portion 20 enclosing the runner and having means of any suitable construction for coupling to a drive shaft, as the crank shaft of the engine. The coupling'is a fluid fly wheel and isv provided with a ring gear 22 for' coacting with the starting mechanism. The construction of the coupling forms no part of this invention. 'I'he interior of the couplingl communicates with` an outside tank through a passage 2l, the passage communicating with the passage IT. 'I'he construction of the coupling forms the Asubject matter of our Patent No. 2,334,282 issued November 16, 1943. The runner shaft I5 is jour- Figures 8 and 9 are sectional views on lines l-l and l.9, respectively, Figure 7.

Figure 10 is a face view of the cams on the cam block on the rod of the shift piston for operating the plunger switches which control the sustaining circuits for the ,second and third speed shift solenoids and the solenoid for the quick shift brake.

Figures 11, 12 and 13 are fragmentary sectional nailed at its rear end in suitable bearing 2 4 in the front wall of the gear box 25, this front wall being spaced from the casing I9 for the hydraulic coupling. In this space is mounted brake mechanism including ,a brake drum 26 having a hub splined on the shaft I 5, a brake band 21 encircling the brake drum 26 and means designated generally 28 in Figure 3 for applying the brake for effecting the quick shift into higher speeds to be hereinafter described.

The brake mechanism is of the general type shown in patent to Peterson `8: Deimel, No.

2,276,862, issued March 17, 1942, or Patent No.

2,260,580, issued October 28, 1941.

The gearing includes the usual transmission shaft, countershaft,coacting gears on the shafts,

forward and reverse. The transmission shaft 29 is journalled in the usual manner at its front rvend in the input shaft I or the gear thereon'ancl thereto or fixed thereon and meshing with a gear l31 on the rear end of the runner shaft l5. This gear and the runner shaft constitutes a stem gear. The countershaft also has a gear 38 thereon and a gear 39, the latter meshing with a gear 40 rotatable about the transmission shaft, this gear 40 having a hub 4i which constitutes the inner race of an overrunning clutch, including an outer race 42 and rollers 43 between the races. The transmission shaft also has a clutch gear 44 thereon axially spaced from the gear 4o and opposed thereto, with which coacts a sliding clutch collar 45 having internal teeth interlocking with peripheral teeth 46 on the outer race 42, and shiftable axially into and out of clutching engagement with the clutch teeth 41 of the clutch gear 44. vThe clutch collar 45 is provided with peripheral gear teeth 48. First speed forward is effected through the overrunning clutch when shifted lto clutch the outer race 42 and the clutch gear 44 together. Reverse gear is effected through a reverse spool 43 having one of its gears 50 meshing with the countershaft gear 39 and its other gear 5i meshing with the gear teeth 48 on the clutch collar 45, when the clutch collar 45 is shifted into interlocking engagement with the clutch gear 44 and out of engagement with the outer race 42.

4I through the rollers 43 of the overrunning clutch to the outer race 42, thence through the clutch collar 45 to the clutch gear 44. Shifting of the clutch collar 45 to the left unclutches the outer race 42 and shifts the gear teeth 48 of the clutch collar 45 into mesh with the gear 5l of the reverse spool, so that the drive is from the countershaft gear 39 through the reverse spool, clutch collar 45 and clutch gear 44 in the reverse direction* During this operation, the gear 40 idles, as it is unclutched from the clutch collar 45. A position midway between forward and reverse position of the clutch collar 45 is neutral position in .which the clutch collar is entirely unclutched from the clutch gear.'

Second speed and third speed or direct drive is effected through a double clutch 54 slidably splined on the transmission shaft and operable in Aopposite directions from neutral to clutch a gear 55 rotatably mounted on the transmission shaft to the transmission shaft to produce second speed, and in the opposite direction, as to the left, to clutch the runner or input shaft I5 and the transmission shaft directly together. This clutch 54 is a balking ring clutch, and as is well understood. the balking ring is an annular locking bolt which positively blocks the shifting in of iaw or toothed faces of thebalking ring clutch,

until the speeds cross. The balking ring has a friction face coacting with a complemental friction-face on the part with which the clutch coacts', the friction being sufficient only to shift the balking ring into locked and unlocked position. When the speeds of the two parts to be clutched together are different, the balking ring is in locked position, and the speeds are crossed by decelerating the engine in an up shift or accelerating it during a down shift. In an up shift, the drive section of the clutch actuated by the engine, or in this case, by the runner shaft, slows to a speed slightly less than the shaft to be clutched thereto, as the transmission shaft, and the balking ring, due to its friction, is controlled by the driving section of the clutch and is drawn back by it, thus shifting the balking ring to unlocked position.

The clutch 54 being double includes a balking ring at each end thereof. The fact that balking ring clutches are used in this transmission should be borne in mind in connection with the control system. As the principle and operation of balking ring clutches are well understood, further description is thought to be unnecessary.

The balking ring clutch 54 is shifted by power. The clutch collar 45 is preferably shifted by hand to produce first and reverse speeds. When the clutch 54 is shifted to the right, second speed is effected through the gears 31, 36, countershaft gear 35, gear 38 and gear 55. When the clutch 54 is shifted to the left, it coacts with clutch teeth on the gear 31, which is usually integral with the runner or input shaft i 5.

The clutch collar 45 is shifted by a shift rod 56 (Figure 2) suitably mounted in the cover of the gear box and carrying the fork 53. The shift rod 56y is shifted by a rock shaft 51 extending transversely of the shift rod 55 and having a rock arm or finger 58 coacting with a suitable block on the shift rod 56. The shaft 51 is driver or operator operated, and is here shown as provided with a lroel: arm 53 at its outer end, for connection to a remote control lever. Rocking of the rock shaft 51 in one direction thus shifts the clutch collar through the fork 53 in one direction or the other from neutral.

The clutch 54 is shifted by a shift rod 60 having a fork 5I working in a groove in the clutch 54. The shift rod 50 is actuated by a piston 82 working in a cylinder 63 and having its rod 54 provided with a block 55 having a'iinger or ann 65"L extending into a notch on the hub 81 of the fork 3|. The piston 52 is shiftable by air pressure in opposite directions from central position and its movement in one direction, as to thc right, against the returning spring 58, and in the other direction. as to the left, against the spring 69. These springs are located in a cylindrical casing 10 around the opposite end of the piston rod to that on which the piston 52 is located.. The spring 58 thrusts against an abutment 12 which moves with the piston rod when the piston rod moves to the right and permits the piston rod to slide therethrough when th'e rod is moved to the left. The spring 53 thrusts against an abutment 1I which moves with the piston rod when the piston rod is moved to the left and permits the piston rod to slide through it when the piston rod is moved to the right. This construction of the shifting cylinder, rod 6I and spring arrangement per se forms no part of this invention, but is generally the same, except for some details. as that shown in Peterson 8: Deimel Patent No. 2,241,114, issued July 1, 1941. Air entering one end of the cylinderv 68 acts on the piston to shift the clutch 54 to the left and air entering the other end of the piston acts to shift the clutch 54 to the right.

In the general operation, to start in first speed forward, the rock shaft 51 is rockedto shift the rod 58 rearwardly or to the right (Figure l) shifting the clutch collar 45 into interlocking engagement with the race 42 of the overrunning clutch,

and to shift into reverse the rock shaft 51 is rocked to shift the rod 56 forward or to the left (Figure 1) `from neutral to unclutch the collar 45 from the outer race 42 and shift the gear teeth of the clutch collar 45 into mesh with the gear 5I of the reverse idler. If in either of these operations, the clutch teeth or gear teeth rake because of spinning of the' collar or reverse gears, they can be stopped from spinning, as will be hereinafter described.

The feature of this operation is the control system for effecting the shifting of the balking ring clutch or the control of power to the shift cylinder 63. This control system includes electromagnetic means, as solenoids, which, when energized, open valves for permitting the flow of'power uid, as compressed air, from a. suitable source to the cylinder 68 on one side or the other ofgthe piston 62, acentrifugal or speed governor switch in'coniunction with the throttle of the engine to close the circuit through the contacts I, 2 when the throttle is closed and to close the circuit to the contact 3 when the throttle is open and the engine running above idling speed. These two positions are herein referred to as first and sec 88 operated by the output speed of the gearing and controlling circuits leading to the solenoids, throttle controlled switch having two closed positions and operated in conjunction with the engine throttle or the accelerator pedal to close a circuit through the governor switch only when the throttle is in closed or engine idling .position to initially energize one solenoid and to close another sustaining circuit for the initially energized solenoid when the throttle is opened, and thus cut out the governor switch, a control circuit for the sustaining circuit, and normally open switches, one of which is closed by the shifting of thc piston 62 in one direction from central position, andthe other by the shifting of the piston 82 in the opposite direction, to close sustaining circuits to the solenoids respectively. Thus, upon the closing of the operator-operated throttle-controlled switch to its first position occupied only when the throttle is closed, one-of the solenoids, dependent upon the position of the speed governor switch, is

. initially energized, permitting the piston 62 to shift in one direction against the balking ring of the clutch, then as the speeds of the two parts to be clutched together are crossed, and the shifting in completed and the engine accelerated, the throttle controlled switch is shifted to second position, thereby opening the feed circuit through the governor switch and closing the sustaining or stick circuit for the energized solenoid.

The system also includes additional electromagnetic means, as a solenoid, for controlling. the

flow of power to a brake cylinder, which operates to effect retardation of the input sh'aft of the` gear and a quick crossing of the speeds as the balking ring clutch is being shifted by the piston to balk position. v

88 designates generally the -specd governor switch and 8|, 82 solenoids controlling the iiow of power to the cylinder 68, the solenoid 8i controlling the now of power, as air,-to the left hand end of the cylinder, and the solenoid 82,'-the control of power, to the right hand end of the cylinder (Figure 1). 88 designates an operator-operated or throttle-controlled switch having twov positions, in one of which its movable contact I is engaged with contact 2 and the other in whichI it is engaged withcontact 8 and it being operated ond position. It is operated in conjunction with the throttle, as will be hereinafter described. The contact 2 is connected in the governor switch feed wire circuit through a second speed lock-in switch 84 to be presently described. .One outlet wire 8B of the governor is connected through a branch circuit with the solenoid 8| through the closed bridge 81 of a relay I. Assuming that the vehicle is running in first lspeed and at such a vspeed that the governor switch 80 is in the second speed range, wherein the contact is made as shown by the chart in Figure 5 between Yand RW and B. 1f a shift is to be made into second speed, the operator closes the .switch 83 to first position, wherein its contact I is engaged With- The solenoid being thus initially energized opensv a suitable valve at lili (Figure 7) to permit the flow of air from a suitable feed line through passage 88, open valve V88 and outlet 90 thereof to 'y the inlet 9| at the left end of the cylinder 63 and to actuate the piston 62 to the right, but the shift is balked by the balking ring at the right end of the clutch 54, until the speeds of the two parts to be clutched together cross. The crossing of the speeds in an up-shift is effected'by def celeration of the engine,l and in order to effect a quick deceleration and hence a quick shift, a circuit is provided which is closed by the closing a circuit through the winding 82 ofa normally open relay V. This closing of the relay V closes a circuit through the closed contacts I, 2 of the switch 83 throughthe normally closed bridge -83 o f relay III and through the now closed bridge 84 of relay V to a brake solenoid 85.

The brake solenoid 55 opens a valve which per.. mits the fiow of air from a suitable source through the passage 86 to a brake cylinder 86 (Figure 3) which applies brake band 21 to the brake drum 28 and thus causes retardation of Ithe input shaft and hence a-quick crossing of the speeds of the two parts to be clutched together, so that the balking ring of the clutch 54 is` moved to unlocked position and the shifting-in can be completed by the movement of the piston 62 to the right into second speed position. Preferably, the air in its passage to the brake cylinder also passes through pressure reducing valve 81 of any suitable construction. Upon the shifting of the piston 62 tol the right, the block 65 thereon through the nger 65 shifts the shift rod 6I! and the fork 6I thereon which coacts with the balking ring clutch 54. The shift into balk position effects the closing of a stick or sustaining circuitfor the now energized second speed solenoid 8l from the source |08 through a switch 180, which is closed by the shiftto balk position, coil of relay II and throttle switch 88 in first position. The establishing of the stick circuit maintains v' thel circuit through the second speed solenoid 8|.

the shift is made past balk position. 'I'he circuits are hereinafter traced in detail. These switches operated by the shift to balk position are located in a switch housing 98 (Figure 2) mounted on the side of a box or housing 99 between the cylinders 63 and i0 and housing the piston rod and shifter block 65 thereon. There are three of the plunger-operated, normally-open switches in the switch housing 98 which are operated by a cam or cams on the shifter block 65. One of these switches, as |00, is used in connection with the second speed solenoid, another, with the third speed solenoid, and the third, |02, with the brake solenoid 95. These switches are operated through plungers |03, |00 and |05 and 'coact with a cam or cams on`the `side of the shifter block 65. These cams are provided by forming the block 65 with a groove |06 having inclined sides, the portion of the groove which coacts with the second speed plunger |03 being cut away at |01 so that this plunger will not be actuated when the shift is made to the left (Figure 1) but will be actuated when the shift is made to the right. Likewise the portion of the groove coacting with the third speed plunger |04 is cut away at |08 to form a clearance so that the plunger |04 is not actuated when a shift is made to the right (Figure 1). The plunger |05 which operates the quick shift switch coacts with both sides of the cam groove. The plunger |03 used in connection with the second speed shift is located closer to the left side of the groove (Figure l0) than the right side, so as to be immediately operated to close the switch |00 when the piston 62 is shifted and the balking ring clutch is shifted into balking position toward second speed position. Likewise the plunger |04 used in connection with the third speed shift is located nearer the right hand side of the groove, which may be immediately operated, when a shift is made from central position to balk position toward third speed. The plunger |05 which controls the closing of the switch |02 in the circuit to the brake solenoid is located to be operated when the piston rod .is shifted in either direction from central position immediately following the operation of the plunger |03 or |04 to .close the switch |00 or |0|. Thus, as seen in Figure 10, these plungers are arranged staggered or out of alinement. The closing of the switch |00 closes a circuit direct from the source or battery |09 through closed ignition switch ||0 through coil o f relay II causing it to close bridgepiece ||2 of the relay II and incidentally open the upper bridge-piece ||3. The closing of the bridge ||2 establishes `a sustaining circuit for the second speed solenoid 8|, when the switch 83 has been operated into second position by the movement of the accelerator4 pedal to accelerate the engine and bring contact of switch 83 into engagement with contact 8, it being understood that the engine is accelerated in second speed position after the shift is completed and the throttle kept open beyond idling position. Incidentally, the winding 82 of relay V remains energized and closes its bridge 94 but this is merely incidental as the closing of the bridge 84 only establishes a circuit through the` brake solenoid 85 when the switch 83 is in first position with its contacts I, 2 engaged,

As the speed of the vehicle increases up to within third speed range, the governor switch 80 closes across the contact R B (see the chart, Figure 5). Now if the shift is to be made into third speed, the accelerator pedal is allowed to close into engine idling position, closing switch i 83 to first position or causing contact of switch v83 to break engagement with contact 3 and engage contact 2. This breaks the sustaining cirT cuit to the second speed solenoid 8|, so that the solenoid 8| is de-energized, operating its valve 10 to permit the air to exhaust from the left end of the cylinder 63 and the spring 1| to immediately return the piston 62 and the balking ring clutch 54 to central position and also the closing of the contacts 2 of switch 83 again cuts in the governor switch. Now the current passes through the governor switch from contact B to R through the upper bridge ||3 of relay II to the third speed solenoid 82, causing it to operate its valve ||4, permitting air to flow from the source to the right end of the cylinder 63, actuating the piston 62 to the left and shifting the balking ring clutch to the left to balk position and closing the plunger switch |0|. A circuit is also closed through bridge ||3,of relay II through the winding ||5 of relay IV. The energization of this winding closes the bridge H6 of relay IV, which establishes a circuit through the brake solenoid 95, causing the crossing of the speeds brake to be operated, or the brake band .21 to be applied to the brake drum 26 to effect the quick crossing of the speeds and the unlock-v ing of the balking ring clutch, permitting the shifting in of the balking ring to third speed posi.. tion to be completed by the piston 62. The closing of the third speed plunger switch |0| closes a circuit direct from the battery |09 through the Winding I1 of relay I, causing it to close its bridge ||8 and incidentally open the bridge 81 used when the shift is being made into second speed. The closing of this bridge ||8 establishes a sustaining circuit through the switch 83 when in second position with its contact which engaged with contact 3, this occurring when the accelerator pedal is operated to open the throttle. This operation also separates the contact from contact 2, thus breaking the circuit through the governor switch and to the brake solenoid. The closing of the bridge ||8 of relay I also closes a circuit through the winding ||5 of relay IV, causing its bridge ||6 to establish a feed circuit to the brake solenoid 85, when the throttle is again closed, and the contacts 2 of switch 83 brought into engagement.

Whenever the quick shift plunger switch |02 closes, a circuit is established direct from the battery through the ignition switch through the winding ||9 of relay III, causing its bridge 93 to open and thus cut out any circuits controlled by the relays IV and V, which circuits control the energization of the brakesolenoid 85.

To shift down from a higher to a lower speed, acceleration 'of the engine is required to cross the speeds. Assuming the shift is to be made from third to second, and when in this shifted position, quick shift plunger switches |02 are closed, and the third speed solenoid 82 energized. The pis-ton 62 is at the left end of the cylinder 83 and the balking ring clutch 54 in its left hand shifted position. The governor switch 80 may be in the third speed range or the second speed me. or in the iirst speed range. Assume that it is in the third speed range. However, the governor switch is cut out of the circuitbecause of the throttle being open, the contact I of switch 83 engaged with contact 3. To make the shift, the operator closes the throttle and thus closes contact I intov engagement with contact 2 of switch 83. This decelerates the engine and brings the speed down into second speed range and so cuts the governor switch into a closed circuit and also breaks the sustaining circuit for the third Y speed solenoid, so that the spring 59 is free to second speed solenoid 8l, upon the acceleration of the engine. The acceleration of the engine brings the switch 83 to second position wherein contact I is engaged with contact 3 establishing the sustaining circuit and also breaking the circuit to the brake solenoid 95 controlled by the relays IV, V. In shifting down, a's from second to third, when the second speed solenoid 8| is energized through the governor switch 88 and the clutch 54 moved to balk position, the throttle is immediately opened, breaking the circuit through the bridge 93 of the relay III to the relays IV, V which control the brake solenoid 95 is immediately broken by the opening of the speeds crossthe shifting in is completed. The

y shift from second to first is effected by closing ring clutch 56 returned to central position by the spring acting on thepiston 82.

In all forward speeds, the clutch collar t5 through which first speed and reverse are obtained, is in iirst speed position, and as the drive in nrst speed is through an'overrunning clutch consisting of inner and outer raceways di, tI and rollers iti, the first speed drive overruns the output shaft In when in'second and third speed.

A second speed lock-in switch itt previously mentioned is preferably provided and operable to cut out the ,governor switch dll, this having three terminals or contacts il, 5, 6, contact il being shiftable and normallyr engaging contact ii and sliiitable by the operator into engagement with contact t, and thus cut out the governor' switch It. 'Ihe lock-ln switch dit is pro- .vided so that a shift can be held in second speed,

regardless of the vehicle Speed or the throttle opening. Thus, second speed can be held engaged, so as to use the engine as a brake, when descending a hill. Also,` in climbing a hill, this switch may be used to shift down to second at a higher vehicle speed than the governor tu would reduire.

The braise operated by the solenoid @t is also used for engaging first speed forward or reverse throttle to accelerate the engine, and when the to stop the parts to be clutched together from spinning, and thus preventing raking of the clutch teeth. For this operation, the 'brake should not be applied when the throttle is open. Therefore, it can be applied only through the switch 83 when'the throttle is closed, and the switch 83 in first position with its Contact l engaged with contact 2. To operate the brake 21 to facilitate a shift into first or reverse, a circuit is provided which is closed by a normallyopen, manually operable switch I2I. Upon closing this switch, a circuit to the brake solenoid 95 is established through the contacts I, 2 of the throttle operated switch, normally closed bridge 93 of relay III to one terminal of the switch |2I across the closed switch member to the other terminal, and then to the brake cylinder. As the circuit to the switch I2I can be closed only when the bridge 93 of relay III is closed, and as the bridge 93 is opened by its coil H9 when the Q clutch 54 is in shifted position, the brake solenoid can not be energized to use the brake as a vehicle brake or the brake solenoid 85 can not be energized through the manua1 switch I2I except when the clutch 54 is in neutral and the switch 83 in first or throttle closed position.

'I'he initiating circuit for the second speed sole.. noid 3| is as follows: from source I 09 through closed ignition switch HIJ, wires |22, I23, switch 83, when in first position, wires I24 through the second speed lock-in switch 84, when in normal position with contacts 4, 5 engaged, wire l2@ through the governor switch 80, which is in second speed position, wire 86, upper normally closed bridge 811 of relay I, wire I2'i to the second speed solenoid 8i The solenoid 8l opens a valve which permits the flow of air to the left end of the cylinder t3 and acting on the piston 62 to shift the balking ring clutch to the right into balk position closing plunger switch Mill.

rlll'his establishes a control circuit as follows :for the sustaining circuit for the solenoid 8|: from soin-ce Mld, wire H22, winding lll of relay II, wire i3d through the closed switch lim to the return wire or ground. The energizing of the coil lil of relay II closes its bridge-piece l I2, thus establishing a sustaining circuitfor the solenoid Bl as follows: source itt, wires i222, H23 through switch tt which is operated into second position through the contacts Il, 3, wires i311, E38, E39,

bridge II II, wire i II. to the solenoid 3l.

The energizing circuit for the brake solenoid @t is as follows: from source it, wires m2, ltd through switch at when in rst position, with contacts l, I engaged, wires III, IIIi, normally closed bridge at of relay III, wires i3 l, I 32 through closed bridge gli of relay V, wires E33, i3d, ith through the solenoid to the return wire or ground. The coil @t of. the relay V is energized through wire it@ when the initiating circuit is first closed,

'and also when the sustaining circuit is closed through the bridge il?. The energizing circuit for the brake solenoid @it .is broken by the closing of the plunger switch itt by a circuit established through the switch lili as follows: source H39, wires III to the winding lin of relay III, thence through wire lill through the plunger switch lll to return wire or ground. As the switch itt for the switches IOI, cam` groove.

The initiating circuit for the third speed solenoid 82 is as follows: from source |09 through wires |22, |23, switch 83, when in first position, wire |24 through the second speed lock-in switch 84, wire 26 through the governor switch 80, when in third speed range across the contacts B R, wire |42 through closed bridge I I3 of relay II, through wire |43, to the third speed solenoid to the return wire or ground. At the same time, a circuit is established fromthe closed bridge II3 through wire I44, winding II5 of relay IV, wire |30 to the return wire or ground, thus closing the bridge H6 of relay IV.A

The control circuit for the sustaining circuit of the third speed solenoid B2 is as follows: source |09, Wire |22, winding II'I of relay I, thence through plunger switch IOI to return wire or ground, the switch |03 being closed upon the shifting of the balking ring clutch to theleft to balk position. Upon the energization of the initiating circuit, the sustaining circuit for the third speed solenoid is established, when the throttle control switch 83 is shifted to second position: from source |09, wires |22, |23, contact 3 of switch 83, wires |31, |38 to the closed bridge I I8 of relay I, which has been closed by the energization of the coil I II, thence through'wire |43 to the third speed solenoid 82 and also through wire |44 to the coil IIB of relay IV, causing the bridge I I to close. With the switch 83 still in first position, the energizing circuit for the brake solenoid 05 is established, substantially as before, fromv the lo: from the walls or the g source |03, wire |02 through the switch 83 in first winding IIS of the relay III operating this relay to open the bridge 33 in the brake solenoid circuit 35, so that the brake is applied only momentarily.

A shift can be made from neutral into first or reverse. when the engine is running, only when the switch 83 is in first position. The circuit is as follows: from the source |08 through the switch 03, as before when in first position. wires |24, |23, closed bridge 03 of relay III, wires III, |32, |32n through the switch I2I, when closed by the operator, thence through wires |33, III through the brake solenoid l to the return wire or ground. When `in third speed to `ihift to second speed, the second speed lock-'in switch 04. is shifted by the operator to separate the contacts 4, l and engagethe contacts 4. 0. Now upon closing of the switch I3. to first position. the sustaining circuit for the third speed solenoid is opened, if the vehicle is running in third speed and the solenoid 02 energized, and establishes a circuitthrough the contacts 4, 4 of the lock-in switch 34 through the second speed solenoid. outnature as shown in Patents Nos. 2,357,284 issued September 5, 1944, and 2,360,976 issued October 24, 1944, to Peterson and Deimel.

What we claim is:

1. A control system for change speed gearing actuated by a throttle controlled engine, and including input and output shafts, a balking ring clutch, power means for shifting in the clutch, and means tending to shift out the clutch when the power is released; said system including an electro-responsive deviceior controlling the flow of power to and from the shift means, a governor switch operated by the output shaft. a throttle controlled switch having a first throttle closed position and a second throttle open position, a switch closable by the shifting of the clutch to balk position, an initiating circuit for the electroresponsive device including the governor switch whenin a predetermined speed range and the throttle control switch when in first position only, and a sustaining circuit including the throttle controlled switch when in second position only, and a. normally open switch closed by means operated by the closing of said switchwhich is closed by the shifting of the clutch to balk position.

2. A control system for change speed gearing actuated by a. throttle controlled engine, and including input and output shafts, a double balking ring clutch shiftable in opposite directions from neutral to effect different speed shifts.

' power means for shifting the clutch, and means tending to shift out the clutch when the power is released; said system including electro-responsive devices for controlling the flow of power to and from the shift means, one when the shift is in one direction and the other when the shift is in the opposite direction, a governor switch operated by the output shaft, a throttle controlled switch having a first, throttle closed position and a second, throttle open position, switches closable by the power shifting of the clutch to balk position, one being closed when the shift is in one dil rection from neutral and the other when the shift is in the opposite direction, initiating circuits for the electro-responsive devices respectively including the governor switch when in predetermined speed, ranges, one when the governor switch is in one speed range and the other when in another speed range, and also including the throttle switch when in first position only, and sustaining circuits for said devices respectively including the throttle control switch when in second position only. each sustaining circuit also including a normally open switch closed by means operated by the closing of the said switch which is closed by the shifting of the clutch to balk position.

3.A control system for change speed searing actuated by a throttle controlled engine, and including input and output shafts, a balking ring clutch., power means for shifting in the clutch. and means tending to shift out the clutch when the power ls released; said system including an electro-responsive device for controlling the flow of power to and from the shift means, a governor switch 'operated by the output shaft, a throttle controlled switch having a first throttle closed position and a second throttle openposition. a

'switch closabie by the shifting of the clutch to balk position, an initiating circuit for the electroresponsive device including the governor switch when in a predetermined speed range and the throttle control switch when in first position only, and a sustaining circuit including the throttle controlled switch when in second position only, and a normally open switch closed by means operated by the closing of said switch which is closed by the shifting of the clutch to balk position, power operated brake means for retarding the input shaft, the system also including means operated by the throttle controlled switch when in first position only for controlling the operation of the power brake means and by the shifting of the clutch tol balk position to disable the power brake means.

4. A control system for change speed gearing actuated by a throttle controlled engine, 'and including input and output shafts, a double balking ring clutch shiftable in opposite directions from neutral to effect different speed shifts, power means for shifting the clutch, and means tending to shift out the clutch when the power is released, said system including electro-responsive devices for controlling the ow of power to and from the shift means, one when the shift lis in one direction and the other when the shift is in operated by the throttle controlled switch when in first position only for controlling the operation of the power brake means and by the shifting of the clutch to balk position to disable the power `brake means, additional means for effecting the er shift means, to open the brake circuit through the opposite direction, a governor switch operated by the cutout shaft, a throttle controlled switch having a rstthrottle closed position and a second, throttle open position. switches closable bv the power shifting of the clutch to balk position. one being closed when the shift is in one direc tion from neutral and the other when the shift is in the opposite direction, initiating circuits for the electro-responsive devices respectively including the governor switch when in predetermined speed ranges. one when the governor switch is in one speed range and the other when in another sneed range, and also including the throttle switch when in first position only. and sustaininar circuits for said devices respectively including the throttle control switch when in second position only. each sustaining circuit also including a normally open switch closed bv means operated by the closing of the said switch which is closed by the shiitinar oi the clutch ,to balk position, power operated brake means for retarding the input shalt, the system also including means operated by the throttle controlled `switch when in iirst position only ior controlling the oneratlon of the now'er brake means and by the shittine'v oi the clutch to balls position to disable the power braire means.

5. il. control system for change sneed gearing actuated by a throttle controlled engine and including input and output shafts, a balking ring clutch, power means ior shifting in the clutch, and means tending to. shift out the clutch when the power is released; said systemincluding an electro-responsive device for controlling the flow ol power to and from the shift means. a governor switch operated by the output shaft, a throttle controlled switch having 'a first throttle closed position vand a second throttle open position, a

the driver operated switch.

' 6. A control system for change speed gearing actuated by athrottle controlled engine, land including input and output shafts, a balking ring clutch, power means for shifting in the clutch, means tending to shift out the clutch when the power is released, and power` operated brake means operable to retard the input shaft, said system including electro-responsive devices for controlling the ilow of power to and from the shift and the brake means respectively, a governor switch operated by the output shaft, a throttle controlled switch having a first throttle closed position 'and a second throttle open position, switchesclosable successively by the shifting of the clutch to balk position, an initiating circuit for the electro-responsive device for the power shift, means including the governor switch when in a predetermined speed range and the throttle controlled switch when in ilrst position only, a sustaining circuit including the throttle controlled switch when in second position only and a normally open-switch closed by means operated by the closing of the first oi the successively operable switches, an energizing circuit for the brake electro-responsive device including the vthrottle controlled switch when in hrst position of the second of the successively closable switches,

a second energizing circuit for the brake electroresponsive device also including the throttle controlled switch when in first position only, and also including a normally open, manually closable switch and the governor switch when in low speed range, and a cut-out switch operable by the closing ci the initiating and energizing circuits for the power shift means to break the circuit to the brake means through the manually closable switch.

'7. A control system for change speed gearing actuated by a throttle controlled switch and including input and output shafts, a double ballring ring clutch shiltable in opposite directions from neutral to edect different gear shifts, power means a switch closable by theshiiting oi the clutch to erated by the closing of said switch which is closed by the shifting of the clutch to balls position, power operated braise means lor retarding the input shalt, the system also including means for shifting in the clutch, means tending to shift out the clutch when the power is released, and power operated brake means operable to retard the inputshait, said system including two electroresponsive devices for controlling the ilow of power to and from the shift means to effect the shift in opposite directions, one for eiecting the shift in one direction and the other for effecting the shift in the opposite direction,` a third electroresponsive device for controlling the iiow of power to and from the brake means, a governor switch operated by the output shaft, a throttle controlled switch having a nrst throttle closed position and a second throttle open position, two switches closable by the shifting of the clutch to balls position, one being closed when the shift is in one direction from neutral, and the other when the shift is in the opposite direction, a third switch operable by the shitting to balla position when the sluit is in either direction, successive to one of the two switches,l an initiating circuit for the electro-responsive device controlling the shift means, both including the governor switch' when in predetermined speed ranges, one when the governor switch is in one speed range and the other when in another speed range, and also including the throttle controlled switch when in first position only, sus-` taining circuits for said two devices respectively including the throttle controlled switch when in second position only, each sustaining circuit also including a normally open switch closed by means operated by' the closing of the first of said successively operated switches when the shift is in one direction, an energizing circuit for the brake electro-responsive device including the throttle controlled switch when in first position only and also including a normally closed switch operable to open position by means controlled by the closing of the second of the successively operated switches.

actuated by a throttle controlled switch and including input and output shafts, a double balking ring clutch shiftable in opposite directions from neutral to effect different gear shifts, power means for shifting in the clutch, means tending to shift out the clutch when the power is released, and power operated brake means operable to retard the input shaft, said system including two electro-responsive devices for controlling the flow of power-to and from the shift means to effect the shift in opposite directions, one for effecting the shift in one direction and the other for effecting the shift in the opposite direction, a third electro-responsive device for controlling the flow of power to and from the brake means, a governor switch operated by the output shaft, a throttle controlled switch having a rst throttle .closed position and a second throttle open position, two switches closable by the shifting of the clutch to balk position, one being closed when the shift is in one direction from. neutral, and the other when the shift is in the opposite direction, a third switch operable by the shifting to balk position when the shift is in either direction, successive to one of the two switches, an initiating circuit for the electroresponslve device controlling the shift means,

both including the governor switch when in predetermined speed ranges, one when the governor switch is in one speed range and the other when A in another speed range, and also including the for the brake electro-responsive device including y the throttle controlled switch` when in first position only and also including a normally closed switch operable to open position by means 'controlled by the closing of the second of the successively operated switches, an additional ener-l gizing circuit for the brake electro-responsive device also including the throttle controlled switch when in first position only and also a normally open manually closable switch and the governor switch when in low speed range only.

9. A control system for change speed gearing actuated by a throttle controlled switch and including input and output shafts, a double balking clutch shiftable in opposite directions from neutral to eifect different gear. shifts, power means for shifting in the clutch means tending to shift out the `clutch when the power is released, and power operated brake means operable to retard the input shaft, said system including two electro-responsive devices for controlling the flow of power to and from theshift means to effect the shift in opposite directions, one for effecting the shiftin one direction and the other for effecting the shift in the opposite direction, a third electro-responsive device for controlling the flow of power to and from the brake means, a governor switch operated by the output shaft, a throttle controlled switch having aflrst throttle closed position and a second throttle open position, two switches closable by the shifting of the clutch to balk position, one being closed when the shift is in one direction from neutral, and the other when the shift is in the opposite direction, a third switch operable by the shifting to balk position when the shift is in either direction, successive to one of the two switches, an initiating circuit for the electro-responsive device controlling the shift means, both including the governor switch when inA predetermined speed ranges, one when the governor switch is in one speed range and the other when in another speed range, and also including the throttle controlled switch when in first position orly. sustaining circuits for said two devices resp ctively including the throttle controlled switch when in second position only, each sustaining, circuit also including'a normally open switch closed by means operated by the closingof the first of said successively operated switches when the shift is in one direction, an energizing circuit for the brake electro-responsive device including the throttle controlled switch when in iirst position only and also including a normally closed switch operable to open position by means controlled by the closing of the second of the successively operated switches, an additional energizing circuit for the brake electro-responsive device also including the throttle controlled switch when in first position only and also a normally open manually closable switch and the governor switch when in low speed range only. and a cut-out switch operable by the closing of the initiating and energizing'circuits for the power shift means to break the circuit through the manually closable switch.

10. A control system for change speed transmission gearing actuated by a throttle controlled engine and including input and output shafts, a shiftable balking ring clutch, power means for shifting in the clutch, means tending to shift out the clutch when the power is released and power operated brake means operable to retard the input shaft: said system including electro-responsive devices for controlling the ow of power to and from the power shift means and the power brake means respectively, an initiating circuit and a sustaining circuit for the electro-responsive device for the power shift means, a control circuit for the sustaining circuit, an energizing circuit for the electro-responsive device for the brake means, a throttle controlled switch having a first position when the throttle is closed and a second position when the throttle is open,v

switches closable successively'by the shifting of the clutch to balk position, a governor switch operated by the output shaft and connected in the initiating-circuit and to a source of energy 'in series with the throttle controlled switch only when the latter is in first position, the sustainv ing circuit being connected to said source only when the throttle controlled switch is in second position and having a normally open relay switch therein, the control circuit being connected to the source through the first operatedof the successively closable switches and having a. ycoil therein to close said relay. the energizing circuit for the. brake means being connected to the source through the throttle controlled switch only l0 when the latter is in iirst position and including a normally closed relay switch and s, cut-out circuitconnected to the source and to the second of the successively operated switches and having a. coil therein for opening the normally closed relay. in the energizing circuit for the brake means.

CARL D. PETERSON.

ALBERT H. D. 

